Automatic priming device for carbureters.



J. L. FRITZ.

AUTOMATIC PRIMlNG DEVICE FOR CARBURETERS.

APPLICATION FILED JUNE? 19! 3.

Patented May 2,1916

a k f ATTORNEYS JULIUS L. FRITZ, OF PHILADELPHIA, PENNSYLVANIA, ASSIGNOR, BY DIRECT AND MESNE ASSIGNMENTS, TO FRITZ CARBUBETOR COMPANY, OF NORRISTOWN, PENN- SYLVANIA, A CORPORATION OF PENNSYLVANIA.

Specification of Letters Patent.

Patented May 2, 191%.

Application filed June 7, 1913. Serial No. 772,273.

To all whom it may concern:

Be it known that I, JULIUS L. FRITZ, a citizen of the United States,'residing in the city and county of Philadelphia, State of Pennsylvania, have invented a new and useful Automatic Priming Device for Carbureters, of which the following is a specification.

My present invention consists of an automatic priming device,-which is designed to be located between the carburetor and the intake manifold of an internal combustion engine, and although the same is adapted to be employed in conjunction with any desired or conventional type of carbureter, I have preferred to illustrate the same as employed in conjunction with a carburetor corresponding to my prior Patent No. 993,770, patented May 30th, 1911.

In one of my prior I atents No. 1,048,518, patented December 31st, 1912, and reissued June EZ-l, 1913, Serial No. 13,580, I have described and broadly claimed a novel construction of an automatic priming device,

wherein novel means are provided for introducing additional fuel into the intake leading to the manifold, and novel means for controlling the admission of such additional fuel, and although the same has been found in practice to give marked and advantageous results, it has been found that under certain conditions arising in practice there is a liability of a leakage of fuel around the valve into the passage leading to the intake manifold of the internal combustion engine, since the vacuum in the bypass does not always become broken.

With the above in view, my present invention. consists of a novel construction of an automatic priming device, whereby at the desired time fuel is projected into the engine automatically through a by-pass leading from the source of fuel supply, such as, for example, the float chamber of the carburetor and wherein means are providedfor positively breaking the vacuum in such by-pass and thereby prevent any possibility of any fuel passing through said by-pass when the proper steps have been taken to close the same.

It further consists of a valve mechanism, and means for adjusting the same to maintain a substantially constant pressure on i the fuel in the by-pass.

- It further consists of a priming device wherein means are provided for controlling the passage of fuel and air into the manifold when it is desired to start the engine and novel means for placing air pressure on the fuel when desired.

In conjunction with my present invention, I employ a counter-balanced valve corresponding to that disclosed in my prior Patent No. 993,770, which is adapted to be opened by the suction of the engine, novel means being provided for limiting the movement of said valve and for securing said valve in its open position at which time the supply of fuel is automatically cut down so that a compensating mixture is continually maintained in accordance with-the speed of the engine.

In carbureters as heretofore constructed, considerable difiiculty has arisen, especially in extreme cold weather, in starting an internal combustion engine, such as, for example, the types employed in conjunction with motor vehicles, and although in some instances, it has been proposed to employ a bypass for admitting an additional supply of fuel to the manifold, the desired results have not been obtained, since proper mechanism has not been provided to automatically control the requisite amount of explosive mixture at the proper time.

My invention further consists of other novel features of construction, all as will be hereinafter fully set forth.

For the purpose of illustrating my invention, I have shown in the accompanying drawings one form thereof which is at pres ent preferred by me, since the same has been found in'practice to give satisfactory and reliable results, although it is to be understood that the various instrumentalities of which my invention consists can be variously arranged and organized and that my invention is not limited to the precise arrangement and organization of these instrumentalities as herein shown and described.

Figure 1 represents a side elevation of a carbureter having a priming device embodying myinvention in conjunction therewith. 2 represents a vertical section of a. portion of Fig. 1. Fig. 3 represents a 4 represents a sectional view of Fig. 3. Fig.

5 represents a plan view corresponding to Fig. 3, but showing the parts in a different relation to 'eaclrother. Fig. 6 represents a 5 sectional elevation 'of Fig. 5. Fig. 7 represents a sectional plan view of Fig.3. Fig.

8 represents a sectional plan view of Fig. 5.

Fig. '9 represents a perspective view of a valve embodying my invention. Fig. 10

10 represents a sectional view of a portion of Fig. 1.

Similar numerals of reference indicate corresponding parts in the figures.

' Referring to the drawings: since the carbureter illustrated corresponds to that disclosed in my prior Patent No. 993,770, and

since large numbers thereof have been on the market. and in successful use for some time, and theconstruction and operation thereof is well known to those skilled in this art, I

have deemed it unnecessary to illustrate and describe in detail the construction and operation of the carbureter per se, it being understood that the carbureter 1 is provided with a float chamber 2, from which leads a passage or by-pass 3, preferably formed in the casing of the carbureter. The passage or by-pass 3 is provided with a port a, which is controlled by means of a valve 5', said valve being rotatably mounted as illustrated in the casing 1 and passing in the present instance, through the passage 6 which leads to the intake manifold of an internal combustion engine, said passage 6 beingpro- I 85 vided with a throttle valve 7 which is conbe placed posterior thereto, if desired. The

port 1 is adapted to register with a. port 8 in the-valve 5, as will be understood by:

reference to Figs. 6 and 7, said port 8 communicating with a discharge port 9 of the valve 5. The valve 5 at one end is provided .with an enlargement '10, having a conical face 11, which is adapted to engage a seat 12 in the casing 1, in order to limit the longitudinal movement'of the valve 5 in one direction, so that the port 8- will register with .the port 4 at the proper time. The valve 5 has the end opposite the enlargement 10 preferably of a polygonal contour, and in .the present instance the same is 5 shown as being faced ofi, as at 13, in order to receive alocking washer 14:, which has a portion deflected to form lugs adapted to engage a seat 15 in a faced off portion of the casing 1, whereby improper movement or 6 accidental displacement of the valve 5 is prevented.

16 designates a spring serving as a tension device for the locking washer 1+1 and interposed between said washer and an arm 17,

1:65 which latter is fixed on the end of the valve ample, the driver-of an automobile, in order 5 in any desired manner, it being i: derstood that the arm 17v is adapted to be supplied with a connection extending to a position accessible to the operator such, as for exthat said valve 5 may be manually actuated when desired.

18 designates a compensating or controlling valve which is provided with the apertured cars 19 through which the valve 5 passes and on which it is loosely mounted. One side of the valve 18 is counterbalanced or weighted, as indicated at 20, in Fig. 2,

.and the movement of this valve is limited in any desired manner, and in the present instance I provide a pin or lug 21 which serves normally to maintain the valve 18 in such a position that the passage (3 is closed. The valve 18 is recessed on it.-. upper face as indicated at 22, in order that the arm 23 and fastening device :51 will not interfere with the proper opening of the valve 18. The valve 18 is also provided with apertures 25 therethrough, in order to unbalance the same and equalize the pressure on opposite sides thereof, so that the valve will open more readily due to the suction of the engine.

In order to positively prevent any leaking of fuel from the by-pass3 into the passage (3, when the valve 5 is in losed position, such as might possibly otlwrwisc occur when the port 8 is out of register with the port 4, I have devised means to cre tc a pressure on the fuel in the by-pass 3 and for ".011- venience of illustration, I have shown one 'manner of accomplishing this result by forming a groove or slot 26 in the side of the enlargement 10 of the valve 5 and extendingthrough the end thereof so that when the port 8 is brought, out of register with the port 4, thereby cutting off the bypass 3, and the groove or recess 26 brought into register with the port 1, a constant pressure, or as shown, atmospheric pressure will be exerted on the fuel in the by-pass 3 and thereby break the vacuum which was formed therein due to the engine suction.

. The operation of my priming device will now be readily understood by thoseskilled in the art to which this invention appertains and is as follows: The arm 17 is manually actuated to bring the port 8 into register with the port 1, so that upon the turning over of the engine, the engine suction will create a vacuum in the by-pass 3 and cause fuel to pass from the float chamber 2 to said by-pass directly into the passage 6 and thence into the engine cylinders so that an explosive mixture is at once produced therein to enable the engine to start. The engine suction also causes the valve 18 to open thereby permitting the requisite amount of air to pass through the passage 6, in the usual manner and if the valve 18 is moved 13.2

to its wide open position as seen in Fig. 2 then it will close either wholly or in part the port 9 and thus automatically cut down the supply of additional fuel entering through the bypass 3 and a compensating mixture of fuel and air is thus constantly maintained in accordance with the Speed of the engine, it being seen that a limiting pin 27 is provided as seen in Fig. 2. It will now be understood that the counterbalanced valve 18 is automatically controlled by the engine suction. and on a predetermined increase of the engine suction such vahe opens with respect to the passage 6 an closes wholly or in part the port 9 and thus controls automatically the passage of additional fuel from the Heat chamber 2 to the passage (5.

It has been found in practice that when the valve 0 is turned to bring the port 8.

out of register with the port 4 the additional fuel is liable to leak around the valve into the passage 6, with a consequent increase in the consumption of fuel, since the vacuum in the by-pass 3 is not broken and Ihave found it to give marked and advantageous results in practice by providing means to break the vacuum in the passage 3 and special attention is directed to this basic feature of my invention. By creating a pressure on the fuel in the by-pass 3 such as for example by admitting air thereto, the vacuum is positively broken and any possibility of fuel feeding from the by-pass 3 into the passage 6 is positively prevented. It will be apparent that upon the proper actuation of the arm 17, the valve 5 will be rotated, thereby causing the arm 23 to engage the valve 18 and lock the same in its open or inoperative position. The position of the valve 5 is visibly indicated by the position of the .locking washer 14 or by the position of the arm 17 or by the position of the port 26.

It will now be apparent that I have de vised an automatic priming device for car-,'

bureters, which embodies the features of advantage enumerated as desirable in the statement of the invention and the above description, and while I have, in the present instance, shown and described a preferred embodiment thereof which has been found in practice to give satisfactory and reliable results, it is to be understood that the same is susceptible of modification in various particulars without departing from the spirit or scope of the invention or sacrificing any of its advantages.

Having thus described my invention, what I claim as new and desire to secure by Letters Patent, is

1. In a priming device, a carbureter having a fuel supply and a passage. leading to an internal combustion engine and a by-pass communicating with said fuel supply and said passage, a manually controlled valve increase in engine suction the amount of fuel delivered from said by-pass, and means to introduce air into said by-pass to prevent fuel passing therethrough.

2. In an automatic priming device, a carbureter having a fuel supply, and a conduit leading therefrom to a passage leading to the intake manifold of an internal combustion engine, a valve controlling passage of fuel through said conduit, devices controlling passes of fluid through said passage adapted to be opened by the engine suction and to automatically close said conduit on a predetermined increase of the suction, the amount of opening of said devices proportionately varying the amount of fuel passing from the fuel supply to said passage, and means to break the vacuum in said conduit formed by the engine suction.

3. In an automatic priming device, the combination with a carbureter having a float chamber and a passage leading to the intake manifold of an internal combustion engine, of a conduit communicating with said cham her and said passage, a valve controlling said conduit, a second valve controlled by the engine suction and controlling the passage of fuel through said conduit and adapted to close said conduit on a predetermined increase of the engine suction, and means to admit air to said conduit to prevent passage of fuel therethrough.

'sage when said suction ceases, devices for limiting the movement of said second valve, and means to admit air to said conduit at a desired time to prevent passage of fuel therethrough. A

5. In an automatic priming device, the combination with. a carburetor having float chamber and a passage leading to the intake manifold of an internal combustion engine, of a conduit communicating with said chamber and said passage, a valve controlling said conduit, a second valve controlling the passage of fuel through said conduit'and adapted to be opened with respect to said passage by the engine suction and to automatically close with respect to said passage when said suction ceases and close with respect to said conduit at a pm determined increase of the suction, means for renderlng the first valve n'operatlve, and

. means to create a pressure in said conduit to prevent passage of fuel therethrough.

6. In an automatic priming device, the combination with a carbureter having a float chamber and a passage leading to theintake manifold of an internal combustion engine, of a conduit communicating with said cham; her and said passage, a valve controlling said conduit, a second valve controlling said conduit and adapted to be opened by the engine suction and to automatically close said passage when said suction ceases and to close said conduit at a predetermined increase of the suction, means for rendering the second valve inoperative, and means to create a pressure in said by-pass to prevent passage of fuel therethrough.

7. In an automatic priming device, the combination with a carbureter having a float chamber and a passage leading to the intake manifold of an internal combustion engine, of a conduit communicating with said chamher and said passage, a valve controlling said conduit, a counterbalanced valve loosely mounted on said first valve and controlling passage of fuel therethrough, and means to of the same with respect to said passage, said compensating valve varying the amount of fuel passing through said first valve and also controlling admission of air to said passage and means to admit air to said conduit ,to vary the amount of fuel entering said passage, devices for rendering said counterbalanced valve inoperative, and means to ad- 'mit air to said b'y-pass to prevent passage of fuel therethrough.

10. In an automatic priming device, a carbureter having a discharge passage anda fuel supply and a by-pass communicating with said passage and fuel supply, a valve controlling passage of fuel through said bypass and admission of air into said by-pass, and a second valve controlled by the engine suction and controlling passage of fuel from the first valve into said discharge passage.

11. In an automatic priming device, a carbureter having a by-pass communicating with the fuel supply and with the intake manifold of the engine, means controlled by the engine suction to control said by-pass, and means to place a pressure on the fuel in said by-pass to prevent its feed therethrough.

JULIUS L. FRITZ.

Witnesses:

H. S. FAIRBANKS, C. D. MGVAY. 

